JP2010122023A - Device and method for monitoring tire pressure - Google Patents

Device and method for monitoring tire pressure Download PDF

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Publication number
JP2010122023A
JP2010122023A JP2008295007A JP2008295007A JP2010122023A JP 2010122023 A JP2010122023 A JP 2010122023A JP 2008295007 A JP2008295007 A JP 2008295007A JP 2008295007 A JP2008295007 A JP 2008295007A JP 2010122023 A JP2010122023 A JP 2010122023A
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wheel
rotation angle
tire
wheel position
tire pressure
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JP2008295007A
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JP5182030B2 (en
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Masashi Terada
昌司 寺田
Kazuo Sakaguchi
一夫 坂口
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0408—Signalling devices actuated by tyre pressure mounted on the wheel or tyre transmitting the signals by non-mechanical means from the wheel or tyre to a vehicle body mounted receiver
    • B60C23/0415—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels
    • B60C23/0416—Automatically identifying wheel mounted units, e.g. after replacement or exchange of wheels allocating a corresponding wheel position on vehicle, e.g. front/left or rear/right
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C23/00—Devices for measuring, signalling, controlling, or distributing tyre pressure or temperature, specially adapted for mounting on vehicles; Arrangement of tyre inflating devices on vehicles, e.g. of pumps or of tanks; Tyre cooling arrangements
    • B60C23/02—Signalling devices actuated by tyre pressure
    • B60C23/04—Signalling devices actuated by tyre pressure mounted on the wheel or tyre
    • B60C23/0486—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors
    • B60C23/0489—Signalling devices actuated by tyre pressure mounted on the wheel or tyre comprising additional sensors in the wheel or tyre mounted monitoring device, e.g. movement sensors, microphones or earth magnetic field sensors for detecting the actual angular position of the monitoring device while the wheel is turning

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and method for monitoring tire pressure for accurately determining the wheel position of a transmitter. <P>SOLUTION: The rotation position of each of wheels FL, FR, RL and RR is detected on a wheel side and a vehicle body side, the rotation position detected on the wheel side is transmitted together with a sensor ID to a receiver 3 using a radio signal, variation in each relative angle between the rotation position received from the transmitter 2a and the rotation position of each wheel detected on the vehicle body side when the former rotation position is received is monitored, the wheel position obtained by detecting the rotation position whose relative angle variation is the smallest after travel by a predetermined distance is determined as the wheel position of the transmitter 2a, the sensor ID received from the transmitter 2a whose wheel position is determined is registered as the sensor ID of the tire of the wheel position by storage update to memory 11. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、各タイヤの車両に対する取り付け位置である車輪位置を判別し、車輪位置に対応して個別にタイヤ識別符号(ID:identification)の登録を行うタイヤ空気圧モニター装置およびタイヤ空気圧モニター方法の技術分野に属する。   The present invention relates to a tire pressure monitoring apparatus and a tire pressure monitoring method that determine a wheel position, which is a mounting position of each tire on a vehicle, and individually register a tire identification code (ID: identification) corresponding to the wheel position. Belonging to the field.

特許文献１には、各タイヤに傾斜センサを設けて車輪位置に対応する回転角度を傾斜角としてそれぞれ登録しておき、傾斜センサによって検出される傾斜角と、登録されている車輪位置と傾斜角との対応関係とに基づいて、タイヤに取り付けた送信機の車輪位置を判別する技術が開示されている。
特開２００７−２４５９８２号公報 In Patent Document 1, an inclination sensor is provided for each tire, and a rotation angle corresponding to a wheel position is registered as an inclination angle, and an inclination angle detected by the inclination sensor, a registered wheel position and an inclination angle are registered. And a technique for discriminating the wheel position of the transmitter attached to the tire based on the corresponding relationship.
JP 2007-245982 A

しかしながら、上記従来技術にあっては、走行時の４輪の回転数が常に一致する場合には成立するが、実際は旋回時の内外輪差や車輪のロックおよびスリップ等によって４輪の回転数は一致しないため、送信機の車輪位置を精度良く判別できないという問題があった。   However, in the above-mentioned prior art, it is established when the rotational speeds of the four wheels at the time of traveling always coincide with each other. Since they do not match, there is a problem that the wheel position of the transmitter cannot be accurately determined.

本発明の目的は、送信機の車輪位置を精度良く判別できるタイヤ空気圧モニター装置およびタイヤ空気圧モニター方法を提供することにある。   An object of the present invention is to provide a tire air pressure monitoring apparatus and a tire air pressure monitoring method capable of accurately discriminating a wheel position of a transmitter.

上述の目的を達成するため、本発明では、各車輪の回転角度を車輪側と車体側とでそれぞれ検出すると共に、車輪側で検出した回転角度をタイヤ識別符号と共に無線信号にて受信機へ送信し、送信機から受信した回転角度と、この回転角度を受信したときに車体側で検出した各車輪の回転角度との各相対角度の変化を監視し、所定距離走行後に相対角度変化が最も小さな回転角度を検出した車輪位置を当該送信機の車輪位置と判別し、車輪位置を判別した送信機から受信したタイヤ識別符号を、当該車輪位置のタイヤのタイヤ識別符号としてメモリへの記憶更新により登録する。   In order to achieve the above object, in the present invention, the rotation angle of each wheel is detected on each of the wheel side and the vehicle body side, and the rotation angle detected on the wheel side is transmitted to the receiver together with the tire identification code as a radio signal. The change in the relative angle between the rotation angle received from the transmitter and the rotation angle of each wheel detected on the vehicle body side when the rotation angle is received is monitored, and the relative angle change is the smallest after traveling a predetermined distance. The wheel position at which the rotation angle is detected is determined as the wheel position of the transmitter, and the tire identification code received from the transmitter that has determined the wheel position is registered as a tire identification code of the tire at the wheel position by storing and updating in the memory. To do.

同一車輪で車輪側と車体側とで同時に検出した車輪の回転角度は、走行距離にかかわらず常に一致するため、本発明のように所定距離走行後に車輪側と車体側で同時に検出した回転角度変化が最も小さな回転角度を検出した車輪位置を当該送信機の車輪位置と判別することで、送信機の車輪位置を精度良く判別できる。   Since the rotation angle of the wheel detected at the same time on the wheel side and the vehicle body side always coincides regardless of the travel distance, the rotation angle change detected simultaneously on the wheel side and the vehicle body side after traveling a predetermined distance as in the present invention. By determining the wheel position at which the smallest rotation angle is detected as the wheel position of the transmitter, the wheel position of the transmitter can be accurately determined.

以下、本発明を実施するための最良の形態を、図面に基づく実施例を用いて説明する。   Hereinafter, the best mode for carrying out the present invention will be described with reference to embodiments based on the drawings.

図１は、実施例１のタイヤ空気圧モニター装置の構成図である。
各タイヤ（左前輪タイヤFL,右前輪タイヤFR,左後輪タイヤRL,右後輪タイヤRR）に設けられたTPMS(Tire Pressure Monitoring System)センサ（タイヤ空気圧検出手段，圧力センサ，車輪側回転角度検出手段）２（左前輪TPMSセンサ2FL,右前輪TPMSセンサ2FR,左後輪TPMSセンサ2RL,右後輪TPMSセンサ2RR）は、各タイヤFL,FR,RL,RRの空気バルブ（不図示）位置に取り付けており、タイヤの空気圧とタイヤの回転方向（遠心方向と垂直方向）の加速度を検出する。 FIG. 1 is a configuration diagram of a tire pressure monitoring apparatus according to the first embodiment.
TPMS (Tire Pressure Monitoring System) sensor (tire pressure detection means, pressure sensor, wheel side rotation angle) provided on each tire (left front wheel tire FL, right front wheel tire FR, left rear wheel tire RL, right rear wheel tire RR) Detection means) 2 (left front wheel TPMS sensor 2FL, right front wheel TPMS sensor 2FR, left rear wheel TPMS sensor 2RL, right rear wheel TPMS sensor 2RR) is the air valve (not shown) position of each tire FL, FR, RL, RR It detects the air pressure of the tire and the acceleration in the tire rotation direction (centrifugal direction and perpendicular direction).

つまり、タイヤの回転方向に加減速が発生していない一定速走行時、タイヤの回転方向に作用する加速度はタイヤ真上または真下の場合0[G]となる。また、車両前後方向（図１の左右方向）の場合はそれぞれ1[G]または-1[G]となる。TPMSセンサ２は、電波を出力する送信機２ａを有し、送信機２ａから電波でTPMSデータを出力する。TPMSデータは、センサID（タイヤ識別符号）、タイヤの空気圧および回転角度（車輪の回転角度に相当する加速度信号）を含む。   That is, when traveling at a constant speed with no acceleration / deceleration in the tire rotation direction, the acceleration acting in the tire rotation direction is 0 [G] when the tire is directly above or below the tire. In the case of the vehicle longitudinal direction (left-right direction in FIG. 1), 1 [G] or -1 [G] respectively. The TPMS sensor 2 has a transmitter 2a that outputs radio waves, and outputs TPMS data by radio waves from the transmitter 2a. The TPMS data includes a sensor ID (tire identification code), tire air pressure and rotation angle (acceleration signal corresponding to wheel rotation angle).

受信機３は、TPMSセンサ２から出力した電波を受信してデコード（符号化されて送られたデータを復号）し、TPMSECU１へ出力する。
TPMSECU１は、TPMSセンサ２からのTPMSデータと操舵角センサ８からの操舵角、各車輪速センサ（車体側回転角度検出手段）４，５，６，７からの各車輪速、自動変速機(AT)９からのレンジ信号等を入力し、これらの情報に基づいて各TPMSセンサ2FL,2FR,2RL,2RRの位置を判別する。
ディスプレイ１５には、各車輪位置にタイヤ空気圧を表示させる。 The receiver 3 receives and decodes the radio wave output from the TPMS sensor 2 (decodes the data transmitted after being encoded), and outputs it to the TPMSECU 1.
TPMSECU1 is TPMS data from TPMS sensor 2, steering angle from steering angle sensor 8, each wheel speed from each wheel speed sensor (vehicle body side rotation angle detecting means) 4, 5, 6 and 7, automatic transmission (AT ) The range signal from 9 is input, and the position of each TPMS sensor 2FL, 2FR, 2RL, 2RR is determined based on these information.
The display 15 displays the tire pressure at each wheel position.

図２は、実施例１のタイヤ空気圧モニター装置の制御ブロック図である。
TPMSセンサ２は、センサID、タイヤ空気圧および回転方向加速度を電波で送信する。受信機３は、受信したTPMSセンサ２からの電波をデコードしてTPMSECU１へ出力する。
車輪速センサ４〜７は、ロータ歯パルサ（不図示）をカウントし、車輪速パルスとしてTPMSECU１へ出力する。操舵角センサ８は、ハンドルの操舵角を検出し、TPMSECU１へ出力する。AT９は、レンジ信号をTPMSECU１へ出力する。 FIG. 2 is a control block diagram of the tire pressure monitoring apparatus according to the first embodiment.
The TPMS sensor 2 transmits a sensor ID, tire pressure, and rotational acceleration by radio waves. The receiver 3 decodes the received radio wave from the TPMS sensor 2 and outputs it to the TPMSECU 1.
The wheel speed sensors 4 to 7 count the rotor tooth pulsar (not shown) and output it to the TPMSECU 1 as wheel speed pulses. The steering angle sensor 8 detects the steering angle of the steering wheel and outputs it to the TPMSECU1. AT9 outputs a range signal to TPMSECU1.

TPMSECU１は、車輪位置判断部（車輪位置判別手段）１０と、メモリ１１と、車輪位置・空気圧表示／警報処理部１２とを有する。   The TPMSECU 1 includes a wheel position determination unit (wheel position determination unit) 10, a memory 11, and a wheel position / air pressure display / alarm processing unit 12.

車輪位置判断部１０は、センサID、回転方向加速度、空気圧、各車輪速パルス、操舵角およびレンジ信号に基づいて、各センサIDがどの車輪位置にあるのかを判別し、メモリ１１に記憶した登録済みIDおよび登録済み位置情報の更新による自動ID登録を行う。   The wheel position determination unit 10 determines which wheel position each sensor ID is based on the sensor ID, rotational acceleration, air pressure, each wheel speed pulse, steering angle, and range signal, and the registration stored in the memory 11. Automatic ID registration by updating the registered ID and registered location information.

車輪位置・空気圧表示／警報処理部１２は、車輪位置判断部１０の判断結果に基づいて、ディスプレイ１５に各車輪位置のタイヤ空気圧を表示させる。また、タイヤ空気圧の低下またはタイヤ内温度の異常上昇を判断した場合には、ディスプレイ１５に警報を表示する。   The wheel position / air pressure display / alarm processing unit 12 displays the tire air pressure at each wheel position on the display 15 based on the determination result of the wheel position determination unit 10. Further, when it is determined that the tire air pressure has decreased or the tire internal temperature has increased abnormally, an alarm is displayed on the display 15.

図３は、実施例１の車輪位置判断部１０の制御ブロック図である。
サンプリングバッファ１０ａは、それぞれのセンサIDとそのセンサIDを受信したときに各車輪速センサ４〜７が出力した車輪速パルスから求まるロータ歯数を記憶し、初期値として保存する。ここで、「ロータ歯数」とは、ID受信時に車輪速センサ4から７がロータ歯パルサのどの歯をカウントしているか、すなわち、ID受信時の車輪の回転角度を表すもので、例えば、所定時刻からの車輪速パルスのカウント数（＝累積歯数）をタイヤ１回転分のカウント数（＝１回転分の歯数）で割ることで算出できる。 FIG. 3 is a control block diagram of the wheel position determination unit 10 according to the first embodiment.
The sampling buffer 10a stores the number of rotor teeth obtained from the wheel speed pulse output from each wheel speed sensor 4 to 7 when each sensor ID is received and stored as an initial value. Here, the “number of rotor teeth” indicates which tooth of the rotor tooth pulser is counted by the wheel speed sensors 4 to 7 at the time of ID reception, that is, the rotation angle of the wheel at the time of ID reception. It can be calculated by dividing the number of counts of wheel speed pulses from a predetermined time (= cumulative number of teeth) by the number of counts for one rotation of the tire (= the number of teeth for one rotation).

サンプリングバッファ１０ｂは、所定距離走行後、各車輪の回転角度がある程度ばらついた後、サンプリングバッファ１０ａに保存した初期値と照合するためのセンサIDと歯数を記憶する。サンプリングバッファ１０ｂに記憶するセンサIDと歯数は、センサIDを受信する毎に更新する。   The sampling buffer 10b stores the sensor ID and the number of teeth for collation with the initial value stored in the sampling buffer 10a after the rotation angle of each wheel varies to some extent after traveling a predetermined distance. The sensor ID and the number of teeth stored in the sampling buffer 10b are updated every time the sensor ID is received.

車輪位置判断ブロック１０ｃでは、サンプリングバッファ１０ａに保存した初期値とサンプリングバッファ１０ｂに保存したセンサIDと歯数とを比較し、一致するセンサIDと各輪の歯数の組み合わせを判定し、各センサIDがどの車輪位置にあるのかを判別する。   The wheel position determination block 10c compares the initial value stored in the sampling buffer 10a with the sensor ID stored in the sampling buffer 10b and the number of teeth, determines the combination of the matching sensor ID and the number of teeth on each wheel, and determines each sensor. Determine which wheel position the ID is at.

回転角度情報取得可否判定ブロック１０ｄでは、車両の前後方向加速度、操舵角やレンジ信号に基づいて各車輪速パルスの取得可否判断を行う。車輪位置判断部１０は、回転角度情報取得可否判定ブロック１０ｄが取得許可している場合のみセンサIDとロータ歯数を記憶する。   In the rotation angle information acquisition possibility determination block 10d, whether or not each wheel speed pulse can be acquired is determined based on the longitudinal acceleration, steering angle, and range signal of the vehicle. The wheel position determination unit 10 stores the sensor ID and the number of rotor teeth only when the rotation angle information acquisition possibility determination block 10d permits acquisition.

［回転角度情報取得可否判断処理］
図４は、実施例１の回転角度情報取得可否判定ブロック１０ｄで実行する回転角度情報取得可否判断処理の流れを示すフローチャートで、以下、各ステップについて説明する。この処理は、所定の演算周期で繰り返し実行する。 [Rotation angle information acquisition possibility determination processing]
FIG. 4 is a flowchart showing the flow of the rotation angle information acquisition availability determination process executed in the rotation angle information acquisition availability determination block 10d of the first embodiment. Each step will be described below. This process is repeatedly executed at a predetermined calculation cycle.

ステップS1では、各車輪速センサ４〜７から得られた各車輪速から車速（車体速）を算出し、算出した車速が0km/hよりも高いか否か、すなわち、車両が走行中であるか否かを判定する。YESの場合にはステップS2へ移行し、NOの場合にはステップS6へ移行する。車速は、例えば、従動輪である後輪RL,RRの車輪速の平均値とする。   In step S1, the vehicle speed (body speed) is calculated from each wheel speed obtained from each wheel speed sensor 4-7, and whether or not the calculated vehicle speed is higher than 0 km / h, that is, the vehicle is traveling. It is determined whether or not. If YES, the process proceeds to step S2, and if NO, the process proceeds to step S6. The vehicle speed is, for example, an average value of the wheel speeds of the rear wheels RL and RR that are driven wheels.

ステップS2では、車両の前後方向加速度の絶対値が10m/s2よりも小さいか否か、すなわち車両がほぼ一定速で走行中であるか否かを判定する。YESの場合にはステップS3へ移行し、NOの場合にはステップS6へ移行する。ここで、車両の前後方向加速度は、例えば、車速の単位時間当たりの変化量から算出する。 In step S2, it is determined whether or not the absolute value of the longitudinal acceleration of the vehicle is smaller than 10 m / s 2 , that is, whether or not the vehicle is traveling at a substantially constant speed. If YES, the process proceeds to step S3. If NO, the process proceeds to step S6. Here, the longitudinal acceleration of the vehicle is calculated from, for example, the amount of change per unit time of the vehicle speed.

ステップS3では、操舵角センサ８から得られた操舵角が10degよりも小さいか否か、すなわち、直線走行中であるか否かを判定する。YESの場合にはステップS4へ移行し、NOの場合にはステップS6へ移行する。   In step S3, it is determined whether or not the steering angle obtained from the steering angle sensor 8 is smaller than 10 deg. If YES, the process proceeds to step S4. If NO, the process proceeds to step S6.

ステップS4では、AT９からのレンジ信号がDレンジ信号であるか否かを判定する。YESの場合にはステップS5へ移行し、NOの場合にはステップS6へ移行する。   In step S4, it is determined whether or not the range signal from the AT 9 is a D range signal. If YES, the process proceeds to step S5. If NO, the process proceeds to step S6.

ステップS5では、車輪位置取得許可フラグK=1（許可）とし、リターンへ移行する。
ステップS6では、車輪位置取得許可フラグK=0（不許可）とし、リターンへ移行する。 In step S5, the wheel position acquisition permission flag K = 1 (permission) is set, and the process proceeds to return.
In step S6, the wheel position acquisition permission flag K = 0 (non-permission) is set, and the process proceeds to return.

すなわち、回転角度情報取得可否判断処理では、Dレンジで一定速直線走行している場合に限り、車輪位置取得許可フラグKをセットして回転角度取得を許可し、それ以外の場合（旋回時、加減速時）は車輪位置取得許可フラグKをリセットして回転角度取得を不許可とする。   That is, in the rotation angle information acquisition possibility determination process, the wheel position acquisition permission flag K is set to permit rotation angle acquisition only when traveling at a constant speed in the D range, and in other cases (when turning, At the time of acceleration / deceleration), the wheel position acquisition permission flag K is reset and rotation angle acquisition is not permitted.

［回転角度同期データ受信処理／車輪位置確定処理］
図５，６は、実施例１の車輪位置判断部１０で実行する回転角度同期データ受信処理および車輪位置確定処理の流れを示すフローチャートで、図５のステップS7〜ステップS13は回転角度同期データ受信処理部分であり、図６のステップS14〜ステップS23は車輪位置確定処理部分である。これらの処理は、所定の演算周期で繰り返し実行する。 [Rotation angle synchronization data reception processing / wheel position determination processing]
5 and 6 are flowcharts showing the flow of the rotation angle synchronization data reception process and the wheel position determination process executed by the wheel position determination unit 10 of the first embodiment. Steps S7 to S13 in FIG. It is a processing part, and Steps S14 to S23 in FIG. 6 are wheel position determination processing parts. These processes are repeatedly executed at a predetermined calculation cycle.

まず、図５の回転角度同期データ受信処理から説明する。
ステップS7では、TPMSセンサ２から出力したTPMSデータ（センサID、タイヤの空気圧および回転方向加速度）を受信し、ステップS8へ移行する。 First, the rotation angle synchronization data reception process of FIG. 5 will be described.
In step S7, TPMS data (sensor ID, tire air pressure and rotational acceleration) output from the TPMS sensor 2 is received, and the process proceeds to step S8.

ステップS8では、車輪位置取得許可フラグK=1（許可）であるか否かを判定する。YESの場合にはステップS9へ移行し、NOの場合にはステップS7へ移行する。   In step S8, it is determined whether or not the wheel position acquisition permission flag K = 1 (permission). If YES, the process moves to step S9. If NO, the process moves to step S7.

ステップS9では、TPMSセンサ信号受信時の各輪の歯数をサンプリングバッファ１０ａに保存し、ステップS10へ移行する。   In step S9, the number of teeth of each wheel at the time of receiving the TPMS sensor signal is stored in the sampling buffer 10a, and the process proceeds to step S10.

ステップS10では、サンプリングバッファ１０ａに保存したセンサIDが４輪分揃ったか否かを判定する。YESの場合にはステップS11へ移行し、NOの場合にはステップS7へ移行する。   In step S10, it is determined whether or not the sensor IDs stored in the sampling buffer 10a have been prepared for the four wheels. If YES, the process proceeds to step S11. If NO, the process proceeds to step S7.

ステップS11では、サンプリングバッファ１０ａに保存した４つのセンサIDは、メモリ１１に記憶した登録済みセンサIDと同じであるか否かを判定する。YESの場合にはステップS13へ移行し、NOの場合にはステップS12へ移行する。   In step S11, it is determined whether or not the four sensor IDs stored in the sampling buffer 10a are the same as the registered sensor IDs stored in the memory 11. If YES, the process proceeds to step S13, and if NO, the process proceeds to step S12.

ステップS12では、センサIDは４個であるか否かを判定する。YESの場合にはステップS7へ移行し、NOの場合にはステップS14（図６）へ移行する。
ステップS13では、各車輪速センサ４〜７から入力した歯数を保存し、ステップS14（図６）へ移行する。 In step S12, it is determined whether there are four sensor IDs. If YES, the process proceeds to step S7, and if NO, the process proceeds to step S14 (FIG. 6).
In step S13, the number of teeth input from each wheel speed sensor 4-7 is stored, and the process proceeds to step S14 (FIG. 6).

続いて、図６の車輪位置確定処理を説明する。
ステップS14では、TPMSセンサ２から出力したTPMSデータ（センサID、タイヤの空気圧および回転方向加速度）を受信し、ステップS15へ移行する。 Next, the wheel position determination process in FIG. 6 will be described.
In step S14, TPMS data (sensor ID, tire air pressure and rotational acceleration) output from the TPMS sensor 2 is received, and the process proceeds to step S15.

ステップS15では、車輪位置取得許可フラグK=1（許可）であるか否かを判定する。YESの場合にはステップS16へ移行し、NOの場合にはステップS14へ移行する。   In step S15, it is determined whether or not the wheel position acquisition permission flag K = 1 (permission). If YES, the process proceeds to step S16. If NO, the process proceeds to step S14.

ステップS16では、ステップS14で受信したセンサIDが新規のセンサIDか否かを、同期済みIDと同じか否かにより判定する。YESの場合には新規のIDではないと判定してステップS17へ移行し、NOの場合には新規のIDであると判定してステップS11（図５）へ移行する。   In step S16, whether or not the sensor ID received in step S14 is a new sensor ID is determined based on whether or not it is the same as the synchronized ID. If YES, it is determined that the ID is not a new ID and the process proceeds to step S17. If NO, it is determined that the ID is a new ID and the process proceeds to step S11 (FIG. 5).

ステップS17では、TPMSセンサ信号受信時の各輪の歯数をサンプリングバッファ１０ｂに読み込み、ステップS18へ移行する。   In step S17, the number of teeth of each wheel at the time of receiving the TPMS sensor signal is read into the sampling buffer 10b, and the process proceeds to step S18.

ステップS18では、サンプリングバッファ１０ａに保存した初期値とステップS17でサンプリングバッファ１０ｂに読み込んだ候補輪の歯数とをセンサID毎に比較し、一致しない輪があるか否かを判定する。YESの場合にはステップS19へ移行し、NOの場合にはステップS14へ移行する。   In step S18, the initial value stored in the sampling buffer 10a and the number of teeth of the candidate wheel read into the sampling buffer 10b in step S17 are compared for each sensor ID, and it is determined whether or not there is a non-matching wheel. If YES, the process moves to step S19. If NO, the process moves to step S14.

初期値との比較には、バラツキ許容値を用いる。初期値に対するバラツキ（歯数差）がバラツキ許容値以内の場合には、一致と判定し、初期値に対するバラツキがバラツキ許容値を超える場合には、不一致と判定する。バラツキ許容値は、図７，８に示すように、車速またはタイヤの空気圧に応じて可変としても良い。   For comparison with the initial value, a variation tolerance is used. When the variation (the number of teeth difference) with respect to the initial value is within the variation allowable value, it is determined to be coincident, and when the variation with respect to the initial value exceeds the variation allowable value, it is determined to be inconsistent. As shown in FIGS. 7 and 8, the variation tolerance may be variable according to the vehicle speed or the tire pressure.

図７は、実施例１の車速に応じたバラツキ許容値の設定マップであり、バラツキ許容値は、車速が低くなるほど減少させる。例えば、車輪速センサの総ロータ歯数が46である場合、車速50k/h以上ではバラツキ許容値を12/46とし、車速が低くなるほどバラツキ許容値を減少させ、車速3km/hではバラツキ許容値を1/46とする。   FIG. 7 is a setting map of the variation allowable value according to the vehicle speed of the first embodiment, and the variation allowable value decreases as the vehicle speed decreases. For example, if the total number of rotor teeth of the wheel speed sensor is 46, the variation tolerance will be 12/46 at vehicle speeds of 50k / h or higher, the variation tolerance will decrease as the vehicle speed decreases, and the variation tolerance at vehicle speeds of 3km / h. Is 1/46.

図８は、実施例１のタイヤの空気圧に空気圧に応じたバラツキ許容値の設定マップであり、バラツキ許容値は、適正圧との偏差が大きくなるほど減少させる。例えば、車輪速センサのロータ歯数が46である場合、適正圧との偏差(%)が±25%のときのバラツキ許容値を1/46とし、偏差(%)が小さくなるほどバラツキ許容値を増加させる。   FIG. 8 is a setting map of a variation allowable value corresponding to the air pressure of the tire according to the first embodiment, and the variation allowable value decreases as the deviation from the appropriate pressure increases. For example, if the number of rotor teeth of the wheel speed sensor is 46, the variation tolerance when the deviation (%) from the appropriate pressure is ± 25% is 1/46, and the variation tolerance becomes smaller as the deviation (%) becomes smaller. increase.

なお、車速とタイヤの空気圧を共に考慮し、例えば、最小値1/46、最大値12/46の間で車速が低くなるほど、かつ、タイヤの空気圧の適正圧との偏差が大きくなるほどバラツキ許容値を減少させても良い。   In addition, considering both the vehicle speed and the tire pressure, for example, as the vehicle speed decreases between the minimum value 1/46 and the maximum value 12/46, and the deviation from the appropriate pressure of the tire pressure increases, the tolerance value varies. May be reduced.

ステップS19では、ステップS18で一致しないと判定した輪を候補から削除し、ステップS20へ移行する。   In step S19, the wheel determined not to match in step S18 is deleted from the candidates, and the process proceeds to step S20.

ステップS20では、候補輪が残り１輪であるか否かを判定する。YESの場合にはステップS21へ移行し、NOの場合にはステップS14へ移行する。   In step S20, it is determined whether or not there is one remaining candidate wheel. If YES, the process proceeds to step S21. If NO, the process proceeds to step S14.

ステップS21では、残った候補輪の車輪位置を当該TPMSセンサ２の車輪位置として確定し、ステップS21へ移行する。   In step S21, the wheel position of the remaining candidate wheel is determined as the wheel position of the TPMS sensor 2, and the process proceeds to step S21.

ステップS22では、４つのTPMSセンサ（左前輪TPMSセンサ2FL,右前輪TPMSセンサ2FR,左後輪TPMSセンサ2RL,右後輪TPMSセンサ2RR）の車輪位置が全て確定したか否かを判定する。YESの場合にはステップS23へ移行し、NOの場合にはステップS14へ移行する。   In step S22, it is determined whether or not the wheel positions of the four TPMS sensors (left front wheel TPMS sensor 2FL, right front wheel TPMS sensor 2FR, left rear wheel TPMS sensor 2RL, right rear wheel TPMS sensor 2RR) have been determined. If YES, the process proceeds to step S23, and if NO, the process proceeds to step S14.

ステップS23では、メモリ１１に記憶した登録済みIDおよび登録済み位置情報の更新による自動ID登録を行うと共に、ディスプレイ１５に更新後のタイヤ空気圧情報を表示し、リターンへ移行する（タイヤ識別符号登録手段に相当）。   In step S23, automatic ID registration is performed by updating the registered ID and registered position information stored in the memory 11, the updated tire pressure information is displayed on the display 15, and the process proceeds to return (tire identification code registration means). Equivalent).

すなわち、回転角度同期データ受信処理では、各TPMSセンサを取り付けた車輪位置を判別するための初期値である車輪速センサ４〜７の歯数を記憶する。続いて、車輪位置確定処理では、初期値と所定距離走行後の歯数とを比較し、候補輪（初めは４輪全てが候補輪である。）の中から不一致輪（歯数が不一致となった輪）を削除していき、最後まで残った候補輪を当該TPMSセンサの車輪位置として確定する。この処理を全てのTPMSセンサ2FL,2FR,2RL,2RRについて実施後、自動ID登録を行ってメモリ１１を更新する。   That is, in the rotation angle synchronization data reception process, the number of teeth of the wheel speed sensors 4 to 7 which is an initial value for determining the wheel position to which each TPMS sensor is attached is stored. Subsequently, in the wheel position determination process, the initial value is compared with the number of teeth after traveling a predetermined distance, and a mismatched wheel (the number of teeth is mismatched) among the candidate wheels (initially all four wheels are candidate wheels). The candidate wheel remaining until the end is determined as the wheel position of the TPMS sensor. After performing this process for all the TPMS sensors 2FL, 2FR, 2RL, and 2RR, automatic ID registration is performed and the memory 11 is updated.

次に、作用を説明する。
［TPMSセンサと車輪速センサによる車輪位置の判別作用］
実施例１では、一定速で直進走行中に各TPMSセンサ２の出力と各車輪速センサ４〜７の車輪速パルスとの同期を取る。
一定速走行中、TPMSセンサ２により検出されるタイヤの回転方向加速度は、
gθ=cosθ（θは、水平方向に対するTPMSセンサ２の角度）
となり、図９に示すように、車輪の回転に応じて1G→0G→-1G→0G→1Gを繰り返す。 Next, the operation will be described.
[Wheel position discrimination by TPMS sensor and wheel speed sensor]
In the first embodiment, the output of each TPMS sensor 2 and the wheel speed pulse of each wheel speed sensor 4-7 are synchronized during straight traveling at a constant speed.
While driving at a constant speed, the acceleration in the rotational direction of the tire detected by the TPMS sensor 2 is
gθ = cosθ (θ is the angle of the TPMS sensor 2 with respect to the horizontal direction)
Then, as shown in FIG. 9, 1G → 0G → −1G → 0G → 1G is repeated according to the rotation of the wheel.

そこで、実施例１では、TPMSセンサ２において、図１０のようにTPMSセンサ２に作用する回転方向加速度が上下方向（鉛直方向）となるタイミング、すなわち、回転方向加速度が1Gもしくは-1GとなったタイミングでTPMSデータを送信するものとし、TPMSECU１がこれを受信したタイミングで車輪速センサ４〜７から出力した車輪速パルスから得られる歯数を共に記憶する。   Therefore, in Example 1, in the TPMS sensor 2, the rotational acceleration acting on the TPMS sensor 2 becomes the vertical direction (vertical direction) as shown in FIG. 10, that is, the rotational acceleration is 1G or -1G. It is assumed that TPMS data is transmitted at the timing, and the number of teeth obtained from the wheel speed pulses output from the wheel speed sensors 4 to 7 at the timing when the TPMSECU 1 receives the data is stored together.

その後、車両が旋回や加減速を繰り返すことで、各TPMSセンサ２の出力に対する各車輪速パルスから得られる歯数の関係が変化し、あるTPMSセンサ２の出力に対して、各車輪速センサ４〜７の出力から得られる回転角度のうち１輪だけ回転角度がずれない輪があらわれる。   Thereafter, as the vehicle repeats turning and acceleration / deceleration, the relationship of the number of teeth obtained from each wheel speed pulse with respect to the output of each TPMS sensor 2 changes, and each wheel speed sensor 4 corresponds to the output of a certain TPMS sensor 2. Among the rotation angles obtained from the outputs of ˜7, there appears a ring whose rotation angle is not shifted by one wheel.

つまり、各車輪の回転数は、カーブ走行時の内外輪差、車輪のロックおよびスリップ、タイヤ空気圧差によって変化するが、TPMSセンサ２と車輪速センサ（のロータ歯）は一体に回転するため、あるTPMSセンサ２の出力周期に対し、同一輪の車輪速センサの出力周期は、車輪速、カーブやタイヤ空気圧等に影響を受けず、常に同期（一致）する。   In other words, the number of rotations of each wheel changes depending on the difference between the inner and outer wheels, the lock and slip of the wheel, and the tire pressure difference when driving the curve. However, since the TPMS sensor 2 and the wheel speed sensor (the rotor teeth) rotate together, The output cycle of the wheel speed sensor for the same wheel is always synchronized (matched) with respect to the output cycle of a certain TPMS sensor 2 without being affected by the wheel speed, curve, tire pressure, or the like.

そこで、実施例１のタイヤ空気圧モニター装置では、あるTPMSセンサ２が所定の回転角度を示す信号（加速度信号1Gまたは-1G）を出力したときに同一輪の車輪速センサが出力する車輪速パルスから求まる車輪の回転角度は走行状態にかかわらず常に一致することを利用し、各TPMSセンサ2FL,2FR,2RL,2RRの車輪位置を判別しようとするものである。   Therefore, in the tire pressure monitoring apparatus of the first embodiment, when a certain TPMS sensor 2 outputs a signal indicating the predetermined rotation angle (acceleration signal 1G or -1G), the wheel speed pulse output from the wheel speed sensor of the same wheel is used. Using the fact that the obtained wheel rotation angle always matches regardless of the running state, the wheel positions of the TPMS sensors 2FL, 2FR, 2RL, 2RR are to be determined.

具体例を示すと、車速3km/h（バラツキ許容値1）、車輪位置取得許可フラグK=1を前提とし、あるセンサID(ID=1)のTPMSデータを出力したとき、各車輪速センサ４〜７から歯数FL=14,FR=2,RL=31,RR=43を読み込み、初期値としてサンプリングバッファ１０ａに保存する。   As a specific example, each wheel speed sensor 4 is output when TPMS data of a certain sensor ID (ID = 1) is output on the assumption that the vehicle speed is 3 km / h (variation allowable value 1) and the wheel position acquisition permission flag K = 1. The number of teeth FL = 14, FR = 2, RL = 31, and RR = 43 are read from ˜7, and stored in the sampling buffer 10a as initial values.

続いて、同一IDのTPMSセンサが加速度信号1Gを出力する毎に各歯数をサンプリングバッファ１０ｂに読み込み、初期値との比較を行う。例えば、各歯数FL=14,FR=2,RL=31,RR=40である場合、右後輪RRの歯数40が初期値RR=43±1を超えているため、右後輪RRを車輪位置候補から除外する。   Subsequently, each time the TPMS sensor with the same ID outputs the acceleration signal 1G, the number of teeth is read into the sampling buffer 10b and compared with the initial value. For example, if the number of teeth is FL = 14, FR = 2, RL = 31, RR = 40, the number of teeth on the right rear wheel RR exceeds the initial value RR = 43 ± 1, so the right rear wheel RR Is excluded from the wheel position candidates.

次に、各歯数FL=14,FR=5,RL=29である場合、右前輪FRの歯数5が初期値FR=2±1を超え、左後輪RLの歯数29が初期値RL=31±1を超えているため、右前輪FRおよび左後輪RLを車輪位置候補から除外する。   Next, if the number of teeth is FL = 14, FR = 5, RL = 29, the number of teeth 5 on the right front wheel FR exceeds the initial value FR = 2 ± 1, and the number of teeth 29 on the left rear wheel RL is the initial value. Since RL = 31 ± 1 is exceeded, the right front wheel FR and the left rear wheel RL are excluded from the wheel position candidates.

これにより、車輪位置候補として左前輪FLのみが残るため、左前輪FLを当該TPMSセンサの車輪位置として確定する。
残り３つのセンサIDについても上記手順により車輪位置を確定することで、各TPMSセンサ2FL,2FR,2RL,2RRの精度良く車輪位置を判別できる。 As a result, only the left front wheel FL remains as a wheel position candidate, so the left front wheel FL is determined as the wheel position of the TPMS sensor.
For the remaining three sensor IDs, the wheel positions can be determined with high accuracy by the TPMS sensors 2FL, 2FR, 2RL, and 2RR by determining the wheel positions by the above procedure.

［バラツキ許容値変更作用］
実施例１では、車速が低いほどバラツキ許容値を減少させる。これは、高速走行時よりも低速走行時の方がカーブの旋回半径が小さく、各輪の車輪速差が発生しやすいためである。低車速時にバラツキ許容値を小さくすることで、車輪位置を精度良く早期に確定できる。 [Dispersion tolerance change action]
In the first embodiment, the variation allowable value is decreased as the vehicle speed is lower. This is because the turning radius of the curve is smaller when traveling at low speed than when traveling at high speed, and a wheel speed difference between the wheels is likely to occur. By reducing the variation tolerance at low vehicle speeds, the wheel position can be determined early with high accuracy.

また、実施例１では、タイヤの空気圧が適正圧から外れている場合、適正値との偏差が大きいほどバラツキ許容値を減少させる。これは、空気圧が適正圧から外れている場合、タイヤの動半径が変化し、各輪の車輪速差が発生しやすいためである。また、異常をより早期に知らせる必要があるからである。タイヤの空気圧が異常である場合にはバラツキ許容値を小さくすることで、車輪位置を精度良く早期に確定でき、ドライバにどの車輪位置のタイヤ空気圧が異常であるのかを迅速に知らせることができる。   Further, in the first embodiment, when the tire air pressure deviates from the appropriate pressure, the variation allowable value is decreased as the deviation from the appropriate value increases. This is because when the air pressure deviates from the appropriate pressure, the tire moving radius changes, and a wheel speed difference between the wheels tends to occur. Moreover, it is because it is necessary to notify abnormality early. When the tire air pressure is abnormal, by reducing the variation tolerance, the wheel position can be determined accurately and early, and the driver can be quickly notified of which wheel air pressure is abnormal.

次に、効果を説明する。
実施例１のタイヤ空気圧モニター装置にあっては、以下に列挙する効果を奏する。 Next, the effect will be described.
The tire pressure monitoring device of the first embodiment has the following effects.

(1) 各車輪FL,FR,RL,RRに装着したタイヤにそれぞれ取り付け、タイヤ空気圧を検出する圧力センサ（TPMSセンサ2FL,2FR,2RL,2RR）と、車輪の回転角度を検出する車輪側回転角度検出手段（TPMSセンサ2FL,2FR,2RL,2RR）と、検出したタイヤ空気圧と車輪の回転角度を各タイヤ個別のセンサIDと共に無線信号にて送信する送信機２ａと、を有するTPMSセンサ2FL,2FR,2RL,2RRと、車体側に取り付け、TPMSセンサ2FL,2FR,2RL,2RRから送られる無線信号を受信する受信機３と、各車輪FL,FR,RL,RRに対応して車体側に取り付け、対応する車輪の回転角度を検出する車輪速センサ４〜７と、送信機２ａから受信した回転角度と、この回転角度を受信したときに各車輪速センサ４〜７から入力した各回転角度との各相対角度の変化を監視し、所定距離走行後に相対角度変化が最も小さな回転角度を出力した車輪速センサ４〜７の車輪位置を当該送信機２ａの車輪位置と判別する車輪位置判断部１０と、車輪位置判断部１０により車輪位置を判別した送信機２ａから受信したセンサIDを、当該車輪位置のタイヤのセンサIDとしてメモリ１１への記憶更新により登録するタイヤ識別符号登録手段（ステップS23）と、を備えた。これにより、送信機２ａの車輪位置を精度良く判別できる。   (1) A pressure sensor (TPMS sensor 2FL, 2FR, 2RL, 2RR) that detects the tire pressure and a wheel side rotation that detects the rotation angle of the wheel, attached to the tire mounted on each wheel FL, FR, RL, RR TPMS sensor 2FL having angle detection means (TPMS sensors 2FL, 2FR, 2RL, 2RR) and a transmitter 2a for transmitting the detected tire pressure and wheel rotation angle together with a sensor ID for each tire by radio signal 2FR, 2RL, 2RR, mounted on the vehicle body side, the receiver 3 that receives the radio signal sent from the TPMS sensor 2FL, 2FR, 2RL, 2RR, and the vehicle body side corresponding to each wheel FL, FR, RL, RR A wheel speed sensor 4-7 for detecting the rotation angle of the corresponding wheel, the rotation angle received from the transmitter 2a, and the rotation angle input from each wheel speed sensor 4-7 when this rotation angle is received Rotation with the smallest relative angle change after traveling a predetermined distance The wheel position determination unit 10 that determines the wheel position of the wheel speed sensors 4 to 7 that output the degree as the wheel position of the transmitter 2a, and the sensor ID received from the transmitter 2a that has determined the wheel position by the wheel position determination unit 10 Is registered as a sensor ID of the tire at the wheel position by storing and updating in the memory 11 (step S23). Thereby, the wheel position of the transmitter 2a can be determined with high accuracy.

(2) 車輪位置判断部１０は、車両の走行時、送信機２ａから所定の回転方向加速度（1Gまたは-1G）を受信したときに各車輪速センサ４〜７から入力した各歯数を初期値として記憶し、所定距離走行後に送信機２ａから所定の回転方向加速度（1Gまたは-1G）を受信したときに各車輪速センサ４〜７から入力した各歯数の初期値に対するバラツキ（歯数差）が最も小さな歯数を出力した車輪速センサの車輪位置を、当該送信機２ａの車輪位置として判別する。TPMSセンサ２では、所定の回転方向加速度のみを検出すればよいため、TPMSセンサ２を簡素かつ安価に構成でき、コストを抑えることができる。   (2) The wheel position determination unit 10 initially sets the number of teeth input from the wheel speed sensors 4 to 7 when a predetermined rotational direction acceleration (1G or -1G) is received from the transmitter 2a when the vehicle is running. Stored as a value, and when the predetermined rotational direction acceleration (1G or -1G) is received from the transmitter 2a after traveling a predetermined distance, the initial value of the number of teeth input from each wheel speed sensor 4-7 (the number of teeth) The wheel position of the wheel speed sensor that outputs the smallest number of teeth is determined as the wheel position of the transmitter 2a. Since the TPMS sensor 2 only needs to detect a predetermined acceleration in the rotational direction, the TPMS sensor 2 can be configured simply and inexpensively, and the cost can be reduced.

(3) 車輪位置判断部１０は、初期値に対するバラツキがバラツキ許容値を超える歯数に対応した車輪位置を車輪位置候補から除外していき、最後に残った車輪位置を当該送信機２ａの車輪位置として判別する。これにより、候補輪として最も不適な車輪位置から順に除外でき、車輪位置の判別精度を高めることができる。   (3) The wheel position determination unit 10 excludes the wheel position corresponding to the number of teeth whose variation with respect to the initial value exceeds the variation allowable value from the wheel position candidates, and the wheel position remaining last is the wheel of the transmitter 2a. It is determined as a position. As a result, the wheel positions that are most inappropriate as candidate wheels can be excluded in order, and the determination accuracy of the wheel positions can be improved.

(4) 車輪位置判断部１０は、車速が低いほどバラツキ許容値を減少補正するため。車速が低い場合には車輪位置を精度良く早期に確定できる。   (4) The wheel position determination unit 10 corrects the variation allowable value to decrease as the vehicle speed decreases. When the vehicle speed is low, the wheel position can be determined early with high accuracy.

(5) 車輪位置判断部１０は、タイヤ空気圧の少なくとも１つが適正圧から外れている場合、当該空気圧と適正圧との偏差が大きいほど、バラツキ許容値を減少補正するため、タイヤ空気圧の異常を精度良く早期にドライバへ知らせることができる。   (5) When at least one of the tire pressures is out of the appropriate pressure, the wheel position determination unit 10 corrects the tire pressure abnormality in order to decrease and correct the variation allowable value as the deviation between the air pressure and the appropriate pressure increases. The driver can be notified to the driver accurately and early.

(6) 各車輪FL,FR,RL,RRに対応する車輪の回転角度を検出する車体側回転角度検出手段として、車輪速センサ４〜７を用いた。アンチスキッド制御等に用いられる車輪速センサ４〜７を用いることで、新たなセンサを追加することなく車体側から車輪の回転角度を検出できる。   (6) Wheel speed sensors 4 to 7 were used as vehicle body side rotation angle detection means for detecting the rotation angle of the wheel corresponding to each wheel FL, FR, RL, RR. By using the wheel speed sensors 4 to 7 used for anti-skid control or the like, the rotation angle of the wheel can be detected from the vehicle body side without adding a new sensor.

(7) 各車輪FL,FR,RL,RRの送信機２ａから車体側の受信機３へ各タイヤ空気圧と共に無線信号にて送信する各タイヤ個別のセンサIDを、メモリ１１への更新により登録するタイヤ空気圧モニター方法であって、各車輪FL,FR,RL,RRの回転角度を車輪側と車体側とでそれぞれ検出すると共に、車輪側で検出した回転角度をセンサIDと共に無線信号にて受信機３へ送信し、送信機２ａから受信した回転角度と、この回転角度を受信したときに車体側で検出した各車輪の回転角度との各相対角度の変化を監視し、所定距離走行後に相対角度変化が最も小さな回転角度を検出した車輪位置を当該送信機２ａの車輪位置と判別し、車輪位置を判別した送信機２ａから受信したセンサIDを、当該車輪位置のタイヤのセンサIDとしてメモリ１１への記憶更新により登録する。これにより、送信機２ａの車輪位置を精度良く判別できる。   (7) The sensor ID for each tire that is transmitted by radio signal together with the tire pressure from the transmitter 2a of each wheel FL, FR, RL, RR to the receiver 3 on the vehicle body side is registered by updating to the memory 11. A tire pressure monitoring method for detecting the rotation angle of each wheel FL, FR, RL, and RR on the wheel side and the vehicle body side, and receiving the rotation angle detected on the wheel side with a sensor ID by radio signal 3 and monitoring the change in the relative angle between the rotation angle received from the transmitter 2a and the rotation angle of each wheel detected on the vehicle body side when the rotation angle is received, and the relative angle after traveling a predetermined distance The wheel position at which the rotation angle with the smallest change is detected is determined as the wheel position of the transmitter 2a, and the sensor ID received from the transmitter 2a that has determined the wheel position is stored in the memory 11 as the sensor ID of the tire at the wheel position. Register by memory update . Thereby, the wheel position of the transmitter 2a can be determined with high accuracy.

実施例２のタイヤ空気圧モニター装置では、TPMSセンサ２として、タイヤの空気圧とタイヤ遠心方向の加速度を検出するセンサを用いている。実施例２のTPMSセンサ２は、定期的に電波を出力している。
また、図１１に示すように、実施例２の車輪位置判断部１０では、車両の直進走行判定が不要であるため、操舵角およびレンジ信号の入力を省いている。 In the tire pressure monitoring apparatus of the second embodiment, a sensor that detects tire pressure and acceleration in the tire centrifugal direction is used as the TPMS sensor 2. The TPMS sensor 2 of the second embodiment periodically outputs radio waves.
Further, as shown in FIG. 11, the wheel position determination unit 10 of the second embodiment does not need to determine whether the vehicle is traveling straight, and therefore omits the input of the steering angle and the range signal.

図１２は、実施例２の車輪位置判断部１０の制御ブロック図である。
車速による遠心力成分の加速度算出ブロック１０ｅは、各車輪速から算出した車速に基づいて、車輪の回転に伴いTPMSセンサ２に作用する遠心方向加速度を算出する。これは、走行時にTPMSセンサ２の検出した加速度に含まれる遠心力成分である。
TPMSセンサ補正ブロック１０ｆは、TPMSセンサ２の検出した遠心方向加速度から車速による遠心力成分の加速度算出ブロック１０ｅで算出した遠心力成分を減算補正する。 FIG. 12 is a control block diagram of the wheel position determination unit 10 according to the second embodiment.
The acceleration calculation block 10e for the centrifugal force component based on the vehicle speed calculates the centrifugal acceleration acting on the TPMS sensor 2 as the wheel rotates, based on the vehicle speed calculated from each wheel speed. This is a centrifugal force component included in the acceleration detected by the TPMS sensor 2 during traveling.
The TPMS sensor correction block 10f subtracts and corrects the centrifugal force component calculated by the centrifugal force component acceleration calculation block 10e based on the vehicle speed from the centrifugal acceleration detected by the TPMS sensor 2.

サンプリングバッファ１０ｇでは、それぞれのセンサIDと、センサIDと共に受信した、TPMSセンサ２からの遠心方向加速度（TPMSセンサ補正ブロック１０ｆによる補正した値）から求めた回転角度（以下、TPMSセンサ角度）と、当該センサIDを受信したときに各車輪速センサ４〜７が出力した車輪速パルスから求めた回転角度（以下、車輪速角度）とを、走行前（停車時）と走行後（走行時）にそれぞれ記憶する。   In the sampling buffer 10g, each sensor ID and a rotation angle (hereinafter referred to as a TPMS sensor angle) obtained from the centrifugal acceleration from the TPMS sensor 2 (value corrected by the TPMS sensor correction block 10f) received together with the sensor ID, The rotation angle (hereinafter referred to as wheel speed angle) obtained from the wheel speed pulse output from each wheel speed sensor 4-7 when the sensor ID is received is determined before traveling (when stopped) and after traveling (when traveling). Remember each one.

図１３は、実施例２の回転角度検出方法を示す図である。
停車中、TPMSセンサ２により検出される遠心方向加速度は、重力加速度のみに依存し、TPMSセンサ２の位置がTPMSセンサ２の軌跡上で最下点の場合は1Gとなり、最上点の場合は-1Gとなる。また、最下点および最上点に対し90度の位置である場合は0Gとなる。 FIG. 13 is a diagram illustrating a rotation angle detection method according to the second embodiment.
When the vehicle is stopped, the centrifugal acceleration detected by the TPMS sensor 2 depends only on the gravitational acceleration. When the position of the TPMS sensor 2 is the lowest point on the trajectory of the TPMS sensor 2, it is 1G. 1G. In addition, when the position is 90 degrees with respect to the lowest point and the highest point, 0G is set.

今、TPMSセンサ２が図１３のＡの位置にあるとき、遠心方向加速度Gx0はcosθ0となる。また、Ｂの位置では、遠心方向加速度Gx1=cosθ1となる。次に、TPMSセンサ２がＣの位置にある場合、遠心方向加速度はcosθ1となり、Ａの位置と区別できない。そこで、実施例１では、遠心方向加速度の変化方向を見ることで、２つの位置Ａ，Ｃを判別することができる。 Now, when the TPMS sensor 2 is at the position A in FIG. 13, the centrifugal acceleration Gx 0 is cos θ 0 . Further, at the position B, the centrifugal acceleration Gx 1 = cos θ 1 . Next, when the TPMS sensor 2 is located at the position C, the centrifugal acceleration becomes cos θ 1 and cannot be distinguished from the position A. Therefore, in the first embodiment, the two positions A and C can be determined by looking at the change direction of the centrifugal acceleration.

すなわち、図１４に示すように、遠心方向加速度は、第１象限と第２象限で＋（プラス）となり、第３象限と第４象限で−（マイナス）となる。そして、その変化方向は、第２象限と第３象限で＋となり、第１象限と第４象限で−となる。よって、図１３の例で、TPMSセンサ２の検出値がcosθ1である場合、遠心方向加速度が増加している場合にはＡの位置、遠心方向加速度が減少している場合にはＣの位置であることがわかる。 That is, as shown in FIG. 14, the centrifugal acceleration is + (plus) in the first quadrant and the second quadrant, and is-(minus) in the third quadrant and the fourth quadrant. The change direction is + in the second quadrant and the third quadrant, and is-in the first quadrant and the fourth quadrant. Thus, in the example of FIG. 13, when the detected value of the TPMS sensor 2 is cos [theta] 1, the position of A in the case where the centrifugal direction acceleration is increased, the position of the C in the case of the centrifugal direction acceleration is decreasing It can be seen that it is.

車輪位置判断ブロック１０ｈは、センサID毎に走行前後の車輪速角度の角度差が走行前後のTPMSセンサ角度の角度差に一致するものを当該センサIDの車輪位置と判別し、各センサIDがどの車輪位置にあるのかを判断する。   The wheel position determination block 10h determines, for each sensor ID, that the wheel speed angle difference before and after traveling matches the angle difference between the TPMS sensor angles before and after traveling as the wheel position of the sensor ID. Determine if the wheel is in position.

［車輪位置判別処理］
図１５は、実施例２の車輪位置判断部１０で実行する車輪位置判別処理の流れを示すフローチャートで、以下、各ステップについて説明する。なお、この処理は、所定の演算周期で繰り返し実行される。 [Wheel position discrimination processing]
FIG. 15 is a flowchart showing the flow of the wheel position determination process executed by the wheel position determination unit 10 according to the second embodiment. Each step will be described below. This process is repeatedly executed at a predetermined calculation cycle.

ステップS31では、４つのTPMSセンサ（左前輪TPMSセンサ2FL,右前輪TPMSセンサ2FR,左後輪TPMSセンサ2RL,右後輪TPMSセンサ2RR）の車輪位置が全て確定したか否かを判定する。YESの場合にはリターンへ移行し、NOの場合にはステップS32へ移行する。   In step S31, it is determined whether or not the wheel positions of the four TPMS sensors (left front wheel TPMS sensor 2FL, right front wheel TPMS sensor 2FR, left rear wheel TPMS sensor 2RL, right rear wheel TPMS sensor 2RR) have been determined. If YES, the process proceeds to return, and if NO, the process proceeds to step S32.

ステップS32では、車輪速角度を全て0度にリセット済みであるか否かを判定する。YESの場合にはステップS33へ移行し、NOの場合にはステップS42へ移行する。   In step S32, it is determined whether or not all wheel speed angles have been reset to 0 degrees. If YES, the process moves to step S33, and if NO, the process moves to step S42.

ステップS33では、TPMSセンサ２からTPMSデータ（センサID、タイヤの空気圧および遠心方向加速度）を受信し、ステップS34へ移行する。   In step S33, TPMS data (sensor ID, tire air pressure and centrifugal acceleration) is received from the TPMS sensor 2, and the process proceeds to step S34.

ステップS34では、車輪速角度をサンプリングバッファ１０ｇに保存し、ステップS35へ移行する。   In step S34, the wheel speed angle is stored in the sampling buffer 10g, and the process proceeds to step S35.

ステップS35では、車速がゼロ未満であるか否か、すなわち、車両が後退しているか否かを判定する。YESの場合にはステップS36へ移行し、NOの場合にはステップS40へ移行する。   In step S35, it is determined whether or not the vehicle speed is less than zero, that is, whether or not the vehicle is moving backward. If YES, the process moves to step S36, and if NO, the process moves to step S40.

ステップS36では、所定距離（または所定時間）走行後、TPMSセンサ角度を算出および保存し、ステップS37へ移行する。   In step S36, after traveling for a predetermined distance (or predetermined time), the TPMS sensor angle is calculated and stored, and the process proceeds to step S37.

ステップS37では、走行前後のTPMSセンサ角度の角度差を算出し、ステップS38へ移行する。   In step S37, the angle difference between the TPMS sensor angles before and after traveling is calculated, and the process proceeds to step S38.

ステップS38では、ステップS37で算出したTPMSセンサ角度差と各車輪速角度の角度差で一致するものを探し、一致する車輪速角度と対応する車輪位置を当該TPMSセンサ２の車輪位置として確定し、ステップS39へ移行する。   In step S38, a search is made for a match between the TPMS sensor angle difference calculated in step S37 and the wheel speed angle difference, and the wheel position corresponding to the matching wheel speed angle is determined as the wheel position of the TPMS sensor 2. Control goes to step S39.

ステップS39では、４つのTPMSセンサ（左前輪TPMSセンサ2FL,右前輪TPMSセンサ2FR,左後輪TPMSセンサ2RL,右後輪TPMSセンサ2RR）の車輪位置が全て確定したか否かを判定する。YESの場合にはリターンへ移行し、NOの場合にはステップS33へ移行する。   In step S39, it is determined whether or not the wheel positions of the four TPMS sensors (left front wheel TPMS sensor 2FL, right front wheel TPMS sensor 2FR, left rear wheel TPMS sensor 2RL, and right rear wheel TPMS sensor 2RR) are all determined. If YES, the process proceeds to return, and if NO, the process proceeds to step S33.

ステップS40では、車速から遠心力成分を算出し、ステップS41へ移行する。   In step S40, the centrifugal force component is calculated from the vehicle speed, and the process proceeds to step S41.

ステップS41では、TPMSセンサ２により検出された遠心方向加速度からステップS49で算出した遠心力成分を減算補正し、ステップS37へ移行する。   In step S41, the centrifugal force component calculated in step S49 is subtracted and corrected from the centrifugal acceleration detected by the TPMS sensor 2, and the process proceeds to step S37.

ステップS42では、保存している車輪速角度を全て0度にリセットし、ステップS43へ移行する。   In step S42, all stored wheel speed angles are reset to 0 degrees, and the process proceeds to step S43.

ステップS43では、TPMSセンサ２からTPMSデータを受信し、ステップS44へ移行する。   In step S43, TPMS data is received from the TPMS sensor 2, and the process proceeds to step S44.

ステップS44では、走行前（停車時）、TPMSセンサ角度を算出および保存し、ステップS45へ移行する。   In step S44, the TPMS sensor angle is calculated and stored before traveling (when the vehicle is stopped), and the process proceeds to step S45.

ステップS45では、４つのTPMSセンサの車輪位置が全て確定したか否かを判定する。YESの場合にはリターンへ移行し、NOの場合にはステップS43へ移行する。   In step S45, it is determined whether or not the wheel positions of the four TPMS sensors are all determined. If YES, the process proceeds to return, and if NO, the process proceeds to step S43.

すなわち、車輪位置判別処理では、走行前のTPMSセンサ角度と各車輪速角度とを記憶する。続いて、走行後のTPMSセンサ角度と各車輪速角度を読み込み、走行前後のTPMSセンサ角度変化と、車輪速角度変化とを比較し、TPMSセンサ角度変化と一致する車輪速角度変化を示した車輪速角度に対応する車輪位置を当該TPMSセンサの車輪位置として確定する。この処理を全てのTPMSセンサ2FL,2FR,2RL,2RRについて実施後、自動ID登録を行ってメモリ１１を更新する。   That is, in the wheel position determination process, the TPMS sensor angle before traveling and each wheel speed angle are stored. Next, read the TPMS sensor angle and each wheel speed angle after running, compare the TPMS sensor angle change before and after running with the wheel speed angle change, and showed the wheel speed angle change that matches the TPMS sensor angle change The wheel position corresponding to the speed angle is determined as the wheel position of the TPMS sensor. After performing this process for all the TPMS sensors 2FL, 2FR, 2RL, and 2RR, automatic ID registration is performed and the memory 11 is updated.

次に、作用を説明する。
［TPMSセンサと車輪速センサによる車輪位置の判別作用］
実施例２では、TPMSセンサ２に内蔵した遠心方向加速度センサにより重力加速度の余弦(cos)成分を求めることで、TPMSセンサ角度を検出している。ここで、遠心方向加速度センサは、既存のタイヤ空気圧モニター装置において、停車および走行判定に用いられているため、既存のTPMSセンサを流用でき、新たなセンサを追加するコストを省くことができる。 Next, the operation will be described.
[Wheel position discrimination by TPMS sensor and wheel speed sensor]
In the second embodiment, the cosine component of the gravitational acceleration is obtained by the centrifugal acceleration sensor built in the TPMS sensor 2 to detect the TPMS sensor angle. Here, since the centrifugal acceleration sensor is used for stopping and running determination in the existing tire pressure monitoring device, the existing TPMS sensor can be used, and the cost of adding a new sensor can be saved.

また、重力加速度からTPMSセンサ角度を算出しているため、停車中にTPMSセンサ角度を検出できる。ここで、走行時に遠心方向加速度を検出する場合、TPMSセンサ２の検出値が車輪の回転に伴う遠心力や路面ノイズ等の外乱の影響を受ける。一方、停車中に遠心方向加速度を検出した場合、上記外乱の影響を排除でき、TPMSセンサ角度を精度良く検出できる。   Moreover, since the TPMS sensor angle is calculated from the gravitational acceleration, the TPMS sensor angle can be detected while the vehicle is stopped. Here, when detecting the acceleration in the centrifugal direction during traveling, the detected value of the TPMS sensor 2 is affected by disturbances such as centrifugal force and road surface noise accompanying the rotation of the wheels. On the other hand, when the centrifugal acceleration is detected while the vehicle is stopped, the influence of the disturbance can be eliminated, and the TPMS sensor angle can be detected with high accuracy.

なお、実施例１では、走行中にTPMSセンサ角度を算出する際、TPMSセンサ２の検出値から車速に応じて遠心力成分を減算し、車輪の回転に伴う遠心力成分を除去しているため、走行中であってもTPMSセンサ角度を算出できる。   In the first embodiment, when calculating the TPMS sensor angle during traveling, the centrifugal force component is subtracted from the detected value of the TPMS sensor 2 according to the vehicle speed, and the centrifugal force component accompanying the rotation of the wheel is removed. The TPMS sensor angle can be calculated even during traveling.

ここで、遠心方向加速度センサでは、TPMSセンサ２の傾きは検出できるが、TPMSセンサ２の位置を確定することはできない。そこで、実施例２では、タイヤ回転数（走行／停止間際）の重力加速度を複数測定することによってTPMSセンサ２が車軸の前方側（図１４の第２および第３象限）と後方側（図１４の第１および第４象限）のどちら側に位置するのか検出している。   Here, in the centrifugal acceleration sensor, the inclination of the TPMS sensor 2 can be detected, but the position of the TPMS sensor 2 cannot be determined. Therefore, in Example 2, the TPMS sensor 2 is measured on the front side (second and third quadrants of FIG. 14) and the rear side (FIG. 14) by measuring a plurality of gravitational accelerations at the tire rotation speed (between running / stopping). Of the first quadrant and the fourth quadrant) is detected.

次に、効果を説明する。
実施例２のタイヤ空気圧モニター装置にあっては、実施例１の効果(1),(6),(7)に加え、以下に列挙する効果を奏する。 Next, the effect will be described.
In addition to the effects (1), (6), and (7) of the first embodiment, the tire pressure monitoring device of the second embodiment has the effects listed below.

(8) 車輪位置判断部１０は、送信機２ａから受信したTPMSセンサ角度と、そのときに各車輪速センサ４〜７から入力した各車輪速角度とを合わせて記憶し、受信したTPMSセンサ角度が所定角度変化したときに各車輪速センサ４〜７から入力した各車輪速角度のうち所定角度変化している車輪速角度を出力した車輪速センサの車輪位置を、当該送信機２ａの車輪位置として判別する。すなわち、実施例２では、TPMSセンサ角度が所定角度変化したときの各車輪速角度からTPMSセンサ２の車輪位置を判別しているため、TPMSセンサ角度が同一の角度を示したときの各車輪速角度のバラツキからTPMSセンサ２の車輪位置を判別する実施例１と比較して、TPMSセンサ２の車輪位置をより早期に判別できる。   (8) The wheel position determination unit 10 stores the TPMS sensor angle received from the transmitter 2a and the wheel speed angles input from the wheel speed sensors 4 to 7 at that time, and stores the received TPMS sensor angles. The wheel position of the wheel speed sensor that outputs the wheel speed angle that has changed by a predetermined angle among the wheel speed angles input from the wheel speed sensors 4 to 7 when the wheel angle changes by a predetermined angle is the wheel position of the transmitter 2a. It is determined as That is, in the second embodiment, the wheel position of the TPMS sensor 2 is determined from each wheel speed angle when the TPMS sensor angle changes by a predetermined angle. Therefore, each wheel speed when the TPMS sensor angle indicates the same angle. Compared with the first embodiment in which the wheel position of the TPMS sensor 2 is determined from the angle variation, the wheel position of the TPMS sensor 2 can be determined earlier.

(9) TPMSセンサ２は、車輪遠心方向の加速度を検出する加速度センサであり、車輪位置判断部１０は、TPMSセンサ２により検出した遠心方向加速度とその変化方向とに基づいてTPMSセンサ角度を算出する。これにより、既存のTPMSセンサを流用でき、新たなセンサを追加するコストを省くことができる。また、停車中のTPMSセンサ角度を算出できるため、TPMSセンサ角度の検出精度を高めることができる。   (9) The TPMS sensor 2 is an acceleration sensor that detects the acceleration in the wheel centrifugal direction, and the wheel position determination unit 10 calculates the TPMS sensor angle based on the centrifugal acceleration detected by the TPMS sensor 2 and its change direction. To do. Thereby, the existing TPMS sensor can be diverted and the cost of adding a new sensor can be saved. In addition, since the TPMS sensor angle while the vehicle is stopped can be calculated, the detection accuracy of the TPMS sensor angle can be increased.

(10) 車輪位置判断部１０は、車速に基づいて、TPMSセンサ２により検出した遠心方向加速度から車輪の回転位置に応じた遠心力成分を除去するため、走行中であっても、TPMSセンサ角度を精度良く算出できる。   (10) The wheel position determination unit 10 removes the centrifugal force component corresponding to the rotational position of the wheel from the centrifugal acceleration detected by the TPMS sensor 2 based on the vehicle speed. Can be calculated with high accuracy.

（他の実施例）
以上、本発明を実施するための最良の形態を、図面に基づく実施例により説明したが、本発明の具体的な構成は、実施例に限定されるものではなく、発明の要旨を逸脱しない範囲の設計変更等があっても本発明に含まれる。 (Other examples)
The best mode for carrying out the present invention has been described with reference to the embodiments based on the drawings. However, the specific configuration of the present invention is not limited to the embodiments, and does not depart from the gist of the invention. Such design changes are included in the present invention.

例えば、実施例では、車体側回転角度検出手段として車輪速センサを用いた例を示したが、駆動源としてインホイールモータを備えた車両では、モータのレゾルバを用いて回転角度を検出しても良い。   For example, in the embodiment, an example in which a wheel speed sensor is used as the vehicle body side rotation angle detection means has been shown. However, in a vehicle equipped with an in-wheel motor as a drive source, the rotation angle can be detected using a motor resolver. good.

さらに、車体側回転角度検出手段および車輪側回転角度検出手段は、車輪の回転角度を検出可能であれば、任意の角度センサ（ポテンショメータ、磁気抵抗素子やフォトダイオード等を用いた角度センサ）を用いることができる。   Furthermore, the vehicle body side rotation angle detection unit and the wheel side rotation angle detection unit use any angle sensor (an angle sensor using a potentiometer, a magnetoresistive element, a photodiode, or the like) as long as the rotation angle of the wheel can be detected. be able to.

また、実施例では、送信機から受信した回転角度を基準として送信機の車輪位置を判別する例を示したが、車体側回転角度検出手段から入力した回転角度を基準として送信機の車輪位置を判別しても良い。すなわち、車体側回転角度検出手段から入力した回転角度と、この回転角度を入力したときに各送信機から受信した回転角度との各相対角度の変化を監視し、所定距離走行後に前記相対角度変化が最も小さな回転角度を受信した送信機を、当該車体側回転角度検出手段の車輪位置にある送信機と判別しても良い。   In the embodiment, the wheel position of the transmitter is determined based on the rotation angle received from the transmitter. However, the wheel position of the transmitter is determined based on the rotation angle input from the vehicle body side rotation angle detection means. It may be determined. That is, changes in the relative angle between the rotation angle input from the vehicle body side rotation angle detection means and the rotation angle received from each transmitter when the rotation angle is input are monitored, and the relative angle change after traveling a predetermined distance The transmitter that has received the smallest rotation angle may be determined as the transmitter at the wheel position of the vehicle body side rotation angle detection means.

実施例１のタイヤ空気圧モニター装置の構成図である。1 is a configuration diagram of a tire air pressure monitoring device of Example 1. FIG. 実施例１のタイヤ空気圧モニター装置の制御ブロック図である。FIG. 3 is a control block diagram of the tire air pressure monitoring device according to the first embodiment. 実施例１の車輪位置判断部１０のブロック図である。FIG. 2 is a block diagram of a wheel position determination unit 10 according to the first embodiment. 実施例１の回転角度情報取得可否判定ブロック１０ｄで実行する回転位置情報取得可否判断処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the rotation position information acquisition availability determination process performed in the rotation angle information acquisition availability determination block 10d of Example 1. FIG. 実施例１の車輪位置判断部１０で実行する回転位置同期データ受信処理および車輪位置確定処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the rotation position synchronous data reception process and wheel position determination process which are performed in the wheel position judgment part 10 of Example 1. 実施例１の車輪位置判断部１０で実行する回転位置同期データ受信処理および車輪位置確定処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the rotation position synchronous data reception process and wheel position determination process which are performed in the wheel position judgment part 10 of Example 1. 実施例１の車速に応じたバラツキ許容値の設定マップである。3 is a setting map of a variation allowable value according to the vehicle speed of the first embodiment. 実施例１のタイヤの空気圧に空気圧に応じたバラツキ許容値の設定マップである。3 is a setting map of a variation allowable value corresponding to the air pressure of the tire according to the first embodiment. 一定速走行時にTPMSセンサ２で検出されるタイヤの回転方向加速度のタイムチャートである。It is a time chart of the rotation direction acceleration of the tire detected with the TPMS sensor 2 at the time of constant speed driving | running | working. 実施例１のTPMSデータの送信タイミングを示す図である。It is a figure which shows the transmission timing of the TPMS data of Example 1. FIG. 実施例２のタイヤ空気圧モニター装置の制御ブロック図である。FIG. 5 is a control block diagram of a tire pressure monitoring device according to a second embodiment. 実施例２の車輪位置判断部１０の制御ブロック図である。FIG. 6 is a control block diagram of a wheel position determination unit 10 according to a second embodiment. 実施例２の回転角度検出方法を示す図である。It is a figure which shows the rotation angle detection method of Example 2. FIG. 実施例２の回転角度検出方法を示す図である。It is a figure which shows the rotation angle detection method of Example 2. FIG. 実施例２の車輪位置判断部１０で実行する車輪位置判別処理の流れを示すフローチャートである。It is a flowchart which shows the flow of the wheel position determination process performed in the wheel position determination part 10 of Example 2. FIG.

符号の説明Explanation of symbols

FL,FR,RL,RR タイヤ
１ TPMSECU
２ TPMSセンサ（タイヤ空気圧検出手段，圧力センサ，車輪側回転角度検出手段）
２ａ 送信機
３ 受信機
４〜７ 車輪速センサ（車体側回転角度検出手段）
８ 操舵角センサ
１０ 車輪位置判断部（車輪位置判別手段）
１１ メモリ
１２ 警報処理部
１５ ディスプレイ FL, FR, RL, RR Tire 1 TPMSECU
2 TPMS sensor (tire pressure detection means, pressure sensor, wheel side rotation angle detection means)
2a Transmitter 3 Receiver 4-7 Wheel speed sensor (vehicle body side rotation angle detection means)
8 Steering angle sensor 10 Wheel position determination unit (wheel position determination means)
11 Memory 12 Alarm processor 15 Display

Claims (10)

各車輪に装着したタイヤにそれぞれ取り付け、タイヤ空気圧を検出する圧力センサと、車輪の回転角度を検出する車輪側回転角度検出手段と、検出したタイヤ空気圧と車輪の回転角度を各タイヤ個別のタイヤ識別符号と共に無線信号にて送信する送信機と、を有するタイヤ空気圧検出手段と、
車体側に取り付け、前記タイヤ空気圧検出手段から送られる無線信号を受信する受信機と、
各車輪に対応して車体側に取り付け、対応する車輪の回転角度を検出する車体側回転角度検出手段と、
送信機から受信した回転角度と、この回転角度を受信したときに各車体側回転角度検出手段から入力した各回転角度との各相対角度の変化を監視し、所定距離走行後に前記相対角度変化が最も小さな回転角度を出力した車体側回転角度検出手段の車輪位置を当該送信機の車輪位置と判別する車輪位置判別手段と、
前記車輪位置判別手段により車輪位置を判別した送信機から受信したタイヤ識別符号を、当該車輪位置のタイヤのタイヤ識別符号としてメモリへの記憶更新により登録するタイヤ識別符号登録手段と、
を備えたことを特徴とするタイヤ空気圧モニター装置。 Each tire is attached to a tire mounted on each wheel, a pressure sensor for detecting tire pressure, a wheel-side rotation angle detecting means for detecting a rotation angle of the wheel, and a tire identification for each tire based on the detected tire pressure and wheel rotation angle. A tire pressure detecting means having a transmitter for transmitting with a radio signal together with a code;
A receiver that is attached to the vehicle body and receives a radio signal sent from the tire pressure detecting means;
A vehicle body side rotation angle detection means for detecting the rotation angle of the corresponding wheel attached to the vehicle body side corresponding to each wheel,
Changes in the relative angle between the rotation angle received from the transmitter and each rotation angle input from each vehicle body side rotation angle detection means when the rotation angle is received are monitored, and the relative angle change is detected after traveling a predetermined distance. Wheel position determination means for determining the wheel position of the vehicle body side rotation angle detection means that outputs the smallest rotation angle as the wheel position of the transmitter;
Tire identification code registration means for registering the tire identification code received from the transmitter whose wheel position has been determined by the wheel position determination means, as a tire identification code of the tire at the wheel position by storing and updating in a memory;
A tire pressure monitoring device comprising: 請求項１に記載のタイヤ空気圧モニター装置において、
前記車輪位置判別手段は、車両の走行時、送信機から所定回転角度を受信したときに各車体側回転角度検出手段から入力した各回転角度を初期値として記憶し、所定距離走行後に前記送信機から前記所定回転角度を受信したときに各車体側回転角度検出手段から入力した各回転角度の前記初期値に対するバラツキが最も小さな回転角度を出力した車体側回転角度検出手段の車輪位置を、当該送信機の車輪位置として判別することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 1,
The wheel position discriminating means stores as an initial value each rotation angle input from each vehicle body side rotation angle detection means when a predetermined rotation angle is received from a transmitter during traveling of the vehicle, and after the vehicle has traveled a predetermined distance, The wheel position of the vehicle body side rotation angle detection unit that outputs the rotation angle with the smallest variation with respect to the initial value of each rotation angle input from each vehicle body side rotation angle detection unit when the predetermined rotation angle is received from A tire pressure monitoring device characterized in that it is determined as a wheel position of a machine. 請求項２に記載のタイヤ空気圧モニター装置において、
前記車輪位置判別手段は、前記初期値に対するバラツキがバラツキ許容値を超える回転角度に対応した車輪位置を車輪位置候補から除外していき、最後に残った車輪位置を当該送信機の車輪位置として判別することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 2,
The wheel position discriminating means excludes a wheel position corresponding to a rotation angle whose variation with respect to the initial value exceeds a variation allowable value from the wheel position candidates, and discriminates the remaining wheel position as the wheel position of the transmitter. A tire pressure monitoring device characterized by: 請求項３に記載のタイヤ空気圧モニター装置において、
前記車輪位置判別手段は、車速が低いほど前記バラツキ許容値を減少補正することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 3,
The tire pressure monitoring device according to claim 1, wherein the wheel position determining means corrects the variation tolerance to decrease as the vehicle speed decreases. 請求項３または請求項４に記載のタイヤ空気圧モニター装置において、
前記車輪位置判別手段は、タイヤ空気圧の少なくとも１つが適正圧から外れている場合、当該空気圧と適正圧との偏差が大きいほど、前記バラツキ許容値を減少補正することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 3 or 4,
The tire pressure monitoring device, wherein at least one of the tire pressures deviates from an appropriate pressure, the tire pressure monitoring device reduces and corrects the variation allowable value as the deviation between the air pressure and the appropriate pressure increases. . 請求項１に記載のタイヤ空気圧モニター装置において、
前記車輪位置判別手段は、送信機から受信した回転角度と、そのときに各車体側回転角度検出手段から入力した各回転角度とを合わせて記憶し、受信した回転角度が所定角度変化したときに各車体側回転角度検出手段から入力した各回転角度のうち前記所定角度変化している回転角度を出力した車体側回転角度検出手段の車輪位置を、当該送信機の車輪位置として判別することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 1,
The wheel position determination means stores the rotation angle received from the transmitter and each rotation angle input from each vehicle body side rotation angle detection means at that time, and when the received rotation angle changes by a predetermined angle The wheel position of the vehicle body side rotation angle detection unit that outputs the rotation angle changing from the rotation angle input from each vehicle body side rotation angle detection unit is determined as the wheel position of the transmitter. Tire pressure monitoring device. 請求項６に記載のタイヤ空気圧モニター装置において、
前記車輪側回転角度検出手段は、車輪遠心方向の加速度を検出する加速度センサであり、
前記車輪位置判別手段は、前記加速度センサにより検出した遠心方向加速度とその変化方向とに基づいて回転角度を算出することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 6,
The wheel side rotation angle detection means is an acceleration sensor that detects acceleration in a wheel centrifugal direction,
The tire pressure monitoring device according to claim 1, wherein the wheel position determining means calculates a rotation angle based on a centrifugal acceleration detected by the acceleration sensor and a change direction thereof. 請求項７に記載のタイヤ空気圧モニター装置において、
前記車輪位置判別手段は、車速に基づいて、前記加速度センサにより検出した遠心方向加速度から車輪の回転に応じた遠心力成分を除去することを特徴とするタイヤ空気圧モニター装置。 In the tire pressure monitoring device according to claim 7,
The wheel position determination means removes a centrifugal force component corresponding to the rotation of the wheel from the centrifugal acceleration detected by the acceleration sensor based on the vehicle speed. 請求項１ないし請求項８のいずれか１項に記載のタイヤ空気圧モニター装置において、
前記車体側回転角度検出手段は、車輪速センサであることを特徴とするタイヤ空気圧モニター装置。 The tire pressure monitoring device according to any one of claims 1 to 8,
The tire pressure monitoring device, wherein the vehicle body side rotation angle detecting means is a wheel speed sensor. 各車輪の送信機から車体側の受信機へ各タイヤ空気圧と共に無線信号にて送信する各タイヤ個別のタイヤ識別符号を、メモリへの更新により登録するタイヤ空気圧モニター方法であって、
各車輪の回転角度を車輪側と車体側とでそれぞれ検出すると共に、車輪側で検出した回転角度を前記タイヤ識別符号と共に無線信号にて受信機へ送信し、
送信機から受信した回転角度と、この回転角度を受信したときに車体側で検出した各車輪の回転角度との各相対角度の変化を監視し、所定距離走行後に前記相対角度変化が最も小さな回転角度を検出した車輪位置を当該送信機の車輪位置と判別し、
車輪位置を判別した送信機から受信したタイヤ識別符号を、当該車輪位置のタイヤのタイヤ識別符号としてメモリへの記憶更新により登録することを特徴とするタイヤ空気圧モニター方法。 A tire pressure monitoring method for registering a tire identification code for each tire transmitted by radio signal together with each tire pressure from a transmitter of each wheel to a receiver on the vehicle body side by updating to a memory,
While detecting the rotation angle of each wheel on the wheel side and the vehicle body side, respectively, the rotation angle detected on the wheel side is transmitted to the receiver with a wireless signal together with the tire identification code,
Changes in the relative angle between the rotation angle received from the transmitter and the rotation angle of each wheel detected on the vehicle body side when the rotation angle is received are monitored, and the rotation with the smallest relative angle change after traveling a predetermined distance is monitored. The wheel position where the angle is detected is determined as the wheel position of the transmitter,
A tire pressure monitoring method comprising: registering a tire identification code received from a transmitter having determined a wheel position as a tire identification code of a tire at the wheel position by storing and updating in a memory.
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